4 of 4The interior of the 2014 Ford Fiesta ST includes racing Recaro seats; in addition, the shift knob and pedals are wrapped in aluminum to give it a sporty feel.

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What is it?

The Ford Fiesta ST was introduced as a so-called concept at the Frankfurt Motor Show in 2011. Within three months or so, it will appear on showroom floors across the United States and Canada.

The ST is to the Fiesta lineup as the Focus ST is to more ordinary variants like the Focus SEL. Its brakes are upgraded to balance a substantial power infusion. Its suspension is tuned in more sporting fashion, its rims are larger with more aggressive tires, and its electronics are upgraded to help manage torque steer and understeer. The Fiesta ST comes only with a six-speed manual transmission, and it's finished with more aggressive body tweaks and flashier jewelry.

The most obvious upgrade sits under the Fiesta's short little hood: Ford's direct-injection, turbocharged EcoBoost 1.6-liter four-cylinder. Ford will publish peak horsepower at 180 and torque around 177 lb-ft. That's 60 hp and 55 lb-ft more than the standard Fiesta, but it's only part of the story.

The ST also gets an overboost program, increasing turbo pressure to 21 psi, and delivers 197 hp and 214 lb-ft. The overboost is good for 20 seconds a crack, with no recharge time. Floor the gas pedal and you'll get all 21 psi for up to 20 seconds. Release the pedal, floor it again, and you're back to max boost.

Less obvious, perhaps, but no less important, are the chassis modifications. The ST's springs are stiffer and shorter, lowering its center of gravity 0.6 inch, and rebound is more aggressively damped with firmer shocks. Its rear twist-beam axle is stiffer than that in other Fiestas. Its steering arm is shorter, and the rack ratio speeds up 6 percent to 13.6:1. The brakes have 20 percent more swept area in front, with discs (as opposed to drums) in back, and a larger, tandem master cylinder for more application force. The new hardware is managed with more sophisticated electronics.

For visual distinction, the Fiesta ST gets a gloss-black honeycomb grille, new headlight clusters with projector beams and LED running lights, a full body kit and popping Day-Glo colors like Molten orange and Race red.

Its $22,195 retail price -- nearly $7,000 more than the least-expensive Fiesta S hatchback -- includes the $795 delivery charge. The ST will come standard with 205/40 performance tires on 17-inch rims and heated, partial-leather Recaro seats. Options, including dark rims, sunroof, navigation, etc., will likely raise the price ceiling $4,000-$5,000. Ford dealers can take orders now, and the first deliveries are expected by August.

Ford won't even hint at an anticipated sales volume, and its reluctance is understandable. Super-tuned subcompacts mark largely unexplored territory in the North American market. It's difficult even to define a competitive set. The new, comparably priced Chevrolet Sonic RS ? The Chevy has 30 percent less horsepower. Mini Cooper S? Probably, but the Mini costs more, especially in premium JCW trim. Fiat 500 Abarth? Maybe, maybe not. The Fiesta ST might even take sales from Ford's own Focus ST. The power-to-weight ratios are close.

And that might be the beauty of Ford's new global sales approach. The Fiesta ST was developed primarily for Europe, where it's a more familiar commodity. Yet the incremental cost of certifying the car for the North American market is modest, and break-even sales volume is presumably low. So why not?

How's it drive?

Most excellently, Ted. Since its re-introduction in the United States, the standard Fiesta has been a solid car in search of some horsepower. The ST delivers -- and then some. It turns the Fiesta into a seriously engaging car.

Caveat: We tried a three-door ST -- the only option in Europe -- in the south of France. When it hits North America this summer, the Fiesta ST will be offered only as a five-door, adding about 130 pounds to its curb weight. Still, the suspension will be tuned to identical effect, and we don't anticipate any measurable dynamic difference between three-door and five-door Fiesta STs.

The most obvious thing when you release the clutch pedal is the extra serving of satisfying, high-protein power. The EcoBoost 1.6 -- more than adequate in larger, heavier cars like the new Ford Fusion -- delivers excellent throttle response, linear torque delivery and almost nothing in the way of turbo lag. In the Fiesta ST, it could turn the outside front tire into stinky scrap if not for the traction electronics. It sounds good, too. Underhood, the Fiesta is fitted with Ford's Sound Symposer. It's a hollow tube that pipes sound from the top of the engine through a port in the firewall and into the cabin.

The shifter is tight enough, but relaxed. From second gear up, the ratios are fairly close. At higher road speeds, it doesn't matter much which gear you choose, because there is plenty of torque regardless of engine speed. You might want to downshift a gear or two on the freeway to feel and listen, but you can add speed in fairly short order even if you leave it in way-overdrive sixth gear.

The steering is quick, and the feel tuned into Ford's EPAS electric boost is getting better all the time. Compared to a standard Fiesta, the brake pedal does its job more forcefully, and the calipers clamp down right now.

Understeer is managed nicely, thanks to the sticky Bridgestones and standard torque-vectoring control, which applies the front brakes selectively under high tire load to minimize plow. The Fiesta lacks the more sophisticated torque-steer management system in the Focus ST, which uses the electric power steering to actively compensate, but torque steer isn't particularly troublesome in the Fiesta, either. The standard three-stage stability control allows the driver to fully disable the skid management electronics, though not the traction control.

If there's an obvious dynamic difference between the Fiesta and Focus ST, it's in the back. The Fiesta feels a bit more wooden, or maybe just more inclined to skip sideways, thanks to a twist-beam axle that's stiffer than ever. The ride is definitely firm, and a blast over winter-battered surfaces in the Snowbelt might influence our assessment of the sport suspension's ultimate impact on ride quality. That said, the Fiesta's unibody is up to the extra firmness tuned into the ST. It's solid throughout, with very few rattles and no obvious flex under heavy loads.

The Recaro seats seem a bit hefty for the car, but they provide good shoulder bolstering. The interior trim is carbon fiber. The pedals and shifter are faced with aluminum, and nothing inside looks terribly cheap.

Bottom line: What was jokingly referred to as the Siesta genuinely comes alive in ST trim. The 50-percent percent horsepower increase is immediately obvious, but the Fiesta ST a lot more than an econobox with an infusion of grunt. Ford has done an excellent job creating a holistic, balanced, dynamic package without significantly reducing Fiesta's comfort or value as daily transportation.

Do I want it?

If you seek transportation that blends a ton of fun with practicality and low operating costs, you certainly want the Fiesta ST on your shopping list.

The ST's rear seat is more useable and much easier to reach than that in a 500 Abarth or a Mini. It's a bit more versatile, and maybe something more like what mainstream Americans consider a real car. The ST is also a well-sorted, sophisticated automobile. Its blend of nearly 200 hp, sticky performance tires, daily functionality and a projected 34 mpg is hard to find in any new-car showroom anywhere.